Railway traffic controlling apparatus



Oct. 20, 1953 WALLACE 2,656,456

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 22, 1949 4 Sheets-Sheet l l :a-- $611,911 910 14 I I 1I4 r I L--- -142 m; 14 1 4 2 53: 113, k 14a I INVENTOR.

Fig 4. M

HIS A TTORNE'Y Oct 1953 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 22, 1949 4 Sheets-Sheet 2 Fig? a a w w Fig? 6.-

INVENTOR. Herbe tA. Wallace W HIS ATTORNEY Oct. 20, 1953 L E 2,656,456

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 22, 1949 4 Sheets-Sheet 3 IN V EN TOR.

fififk. Wallace BY HIS ATTORIVI/Y Oct. 20, 1953 WALLACE 2,656,456

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 22, 1949 4 Sheets-Sheet 4 INVENTOR.

Herb A. Wallace BY [1L9 ATTURZVEY Patented Oct. 20, 1953 RAILWAY TRAFFIC GQNZEROIJLING- APPARATUS? Herbert A Wallace San Eranciscme Galifiasa signer to.WestinghouseAintBrazkaGompanyg as corp oratiomof.Pennsylvania Applicationmecembenzz, 1949,Serial Nfi: 134;374'?i 4;.Glaiins... (01. 2464-4281);

My inventionrelates; toe railwaytrafilc; conftrolling; apparatus; and particular-13b: topapparaatueifor controllinggrailwayswitches Inzathmconventional:typemfrailway switcltrsthe r switch'points;.arerigdhg connectedzandimove to? gethenbetween two, extreme :ppsitions inzeachsofi whichpositions one switch rIZOihtuiStClOSBd against its; adjacent. rail. and: 2118501311612 switchr point is: open orzspaced from itsadjacent rails There:is;.described: inanetters Patentzlof they United; States. N 02;. 2 ;3. l5;89fl,,.issueds-to r Harry L... Black on May 15, 1945, for Railway TmfiicsCon-e trolling; Apparatusm a rail-Way:- switcm ingtwahich bothipointsaa-renormalhyclosed: Ther'pointsiaresz selectively; opened for theepassagez of traffie-overi: theiswitch by aiswitchroperating mechanismwine. clnding anoperatingaod having separateslosttmotion connections with each: of: thee switcm points; Thepart-icular:switclnpoina opened in any; instance ":iSt: determined by fthei direction ofi movement. of 1' the; switch:- operating: rods: fromi a; normalcentrahpositionr;

obj-eetiofz my inventionvis .to; provide amim provedswitohoperating;apparatuszior a-.rai-lway=' traclaswitch of thetype irr whichi-vb'othrsw itchpoints.- are normally-closed; v

Another; obj set of; my, invention: is'sto: providee for= a=.- s;witch-.of.r theetypeedescribedilimprovedcopcrating apparatus: including; a; switclr. machines;

fonrseparatelm movingr two,.:operatingj=1rrods which;

are-..individua1ly connectedto the switch :pointsi. According;toeonaformo;myinvention, thenzwol oneratingg rodssfor the twogswitclrrpointsrareeima dependently. positioned by," a pair: of? cam slots": inaslongitudinally movable; motionaplate.

Inrtwo rotherr; forms of: mvrinventiom disclosed-i herein etherswitchz machinesincludessa which: operates a: pair iof'." diametrically: opposeds crank pins. Each pin-cooperatesrwitma.neonatoured cam slot in; one cirfa zpaira-ofgcamzmemiiersz which is= attached 17070116 5011 the-:two: operatingr baI'S'r, Additional; cooperating: cam 1' and follower. mechanisms connect the: cam" members; andsz'thm crankshaft and serve at times torloclelmezcnzbotlri points.

In; both. forms. of my; invention;v the switch: points are held closedrthroughatheirroperatinge rodsa aswlong-r as atheeswitohacontrollingamemlier remainsrinaitse intermediateiposi-tione Wirerrcitzi 154-3 line=II1I of Fi g: 1, looking intlie directin of f' peints upon= operation 4 of the switch controlling member to either-extreme p'ositionz (Eitherobj 6017s" and characteristic features 0% I my inventiom will become apparent as the as soription proceeda I'shall describe two forms of railway switch opera-ting apparatus embodying invention, and shall thenpoint out the novel fee-three thereof inclairnss In t1ie accompanyihg drawings Fig; 1 is mtom' plan view; somewhat dia'g-rammatic,- showing a railway switch providdwithmne form of switcli operating mechanism embodying my e inventions- Fi'ge 2-iis a partial sectional' view -talerr aiong the" the arrows. Fig. 3 is a view similar to'fiig: 1; illustratingflthe use' of-H a modified-:formiof. switch operating mechanism embodiihg my invention.

, Fig, 4' issaeview ssimilar to; Eigr. 2f;,takema-longtitlie w line IV1V. oft-zFiguiiw- Fig.. 5;is anremargedrplani 35* with therails li-and'z2 :respectivelysz. switcmpointt 3 .visiconnecterii throughzaniadjustable screw jaw 5stoiaaswitcli operating rod 6.- Switch pointfibi's'z similarly-commectewthrough an" adjustable screw jaw 'l to a switcli operatin'g rod 82 The switcli with pins *Git an'd -8a "which are "received-in cam.

SYOtSTQ and *l mformeiinaim'otion plate I ,1"formingpart 'of'a switcli'zand lock movement'or switchit machine enerallxindi'cat'edlafl 2;".

Inaddition to thelmotiomplateel 'l;,the,switch-.

machine: [2; incliidesmsuitable:- means for; shift ing tlieemotion plateeendwisea Aseshowmimthev drawing,rthis means-isamelectrimmotonl& Any;

istmovedwfronrethiseintermediateinneitiorrztmoanee suitablemanualwh Fewer operaiedmeanssmavz oiitssaextremezpositions one .01: the zother :ofitlreo two-roperatingszrorlssisemoveriitherebyazmoving its associated switcinpointitovitssopemposition: The remainingzswitoliipoint 'is locked in its clsedwo bemsed fenshiftinegthezmotiorrzplat'essl2|z; Wheres anielectriczmotors' J: used; it: may rbeeconti'olledfi by. circuits similarv'torthoserdescribed in Letters Patent-3 of Unitedi States Nor 25383303? sum-mL wm rmm gm m i w tg b suedzito 'Herhert 'L". Bone and Cr'aw-ford E? Stap operating rodsiFand B are provided at tlieii ends 3 les on August 21, 1945, for Railway Traffic Controlling Apparatus.

A lock rod M is connected to the end of switch point 3 by means of an adjustable screw jaw l5. Another lock rod I6 is connected to the end of switch point 4 by means of an adjustable screw jaw ll. The ends of the lock rods l4 and it cooperate with a lock box I8 attached to the end of motion plate H. The lock box I8 is provided with vertically offset and longitudinally spaced locking dogs l9 and 20 (Fig. 2). Locking dog I9 cooperates with notches Ma and iBa provided in the lower edges of the lock rods M and it, while the locking dog 22 cooperates with other notches 14b and 16b provided in the upper edges of the lock rods 14 and It. The screw jaws I and I! are so adjusted that the notches Mb and ltb will both be aligned with the dog 26 when and only when the switch points 3 and 3 occupy the positions to permit trafiic to move over the main track past the switch, and the notches Ma and 16a. will both be aligned with the dog 19 when and only when the switch points occupy the proper positions to permit trafic to move into or out of the siding or branch track over the switch.

The motion plate H is normally in the intermediate position shown in the drawing, and is movable therefrom either to left or right extreme positions by the electric motor l3. Cam slot 9 is provided with a first longitudinal portion 9a, a diagonal portion 9b, and another longitudinal portion 90. Cam slot i8 is similarly provided with a longitudinal portion 13a, a diagonal portion lob, and another longitudinal portion lllc. v

OPERATION OF FIGS. 1 AND 2 The parts are shown in the drawings in their normal positions. The motion plate H is in its intermediate position, and both switch points 3 and 4 are closed against their associated fixed rails l and 2. The locking dogs 19 and 29 are spaced from the lock rods I4 and I6, and neither the notches I la and 16a nor the notches Nib and 16b are aligned.

With the parts in the positions shown, let it be assumed that the switch is operated to provide for a trafiic movement along the main track. For this purpose, the motor I3 is energized to drive motion plate H to the right, as it appearsin Fig. 1. As this movement takes place, pin 80. on switch operating rod 8 is engaged by the straight portion lfia of cam slot ID, so that operating rod 3- and switch point 4 are not moved. At the same time, pin 6a is engaged by diagonal portion 9b of cam slot 9. The pin 6a and operating rod 6 are thereby moved downwardly, opening switch point 3 away from its associated fixed rail I. As the switch point 3 opens, the lock rod 14 is moved downwardly as it appears in Fig. 1, bringing notch 14b into alignment with notch I 6b. When pin 6a. reaches the end of diagonal portion 9b of the cam slot, the opening movement of the switch point 3 is completed, but the motion plate H has not moved far enough longitudinally to bring the locking dog 2!! into the aligned notches 16b and Nb. Motion plate ll continues to move to the right, however, and pin to is then held stationary by its engagement with longitudinal portion 90 of the slot 9. This additional movement of the motion plate ll moves the cking dog 29 into the aligned notches 16b and Mb, thereby locking both switch points 3 and 4 in the proper posigenerally indicated at 2|.

FIGS. 3 TO 6 There is illustrated in Fig. 3 a track layout generally similar to that of Fig. 1, except that the switch machine l2 of Fig. l is replaced by a somewhat difierent type of switch machine The switch machine 2! is generally similar to that illustrated in Letters Patent or" the United States No. 1,293,290,

issued to William Zabel on February 4:, 1919, for Railway Traffic Controlling Apparatus. The switch machine 2! differs from that shown in the Zabel patent by the inclusion of a novel mechanism for driving two switch operating bars 22 and 23, which are pin connected to the switch operating rods 6 and 8. The lock box l8 of Fig. l is replaced in Fig. 3 by a similar lock box 24 having somewhat diiferent dimensions. This lock box 25 i operated by a slide bar 25. Lock box 24 is provided with looking dogs 26 and 2'! corresponding to the locking dogs i9 and 2d of Fig. l.

The switch machine 21 includes a housing 28. A crankshaft 29 projects downwardly into the housing. Crankshaft 29 is illustrated as being driven by an electric motor 13, but mall alternatively be driven by any suitable hand or power mechanism.

Within the casing 28, the crankshaft 29 carries a crank head 3U having a, pair of diametrically opposite crank arms 31 and 32, whichare provided at their ends with downwardly projecting pins 33 and 3 3, respectively, carrying rollers 35 and 36. The switch operating bar 22 extends across the housing 25 through suitable apertures therein, and therein carries a cam member generally indicated at 31. The cam member 31 is provided in its upper face with a cam slot or groove including portions 31a, 37b and 37c. The cam slot portion 31a is concentric with the crankshaft 29 when the parts are in the positions shown in Fig. 5. The straight diagonal cam slot portion 31b interconnects the slot portion 31a with the slot portion 31c. The cam slot portion 370 is offset to one side from the cam slot portion 37b and is concentric with the cam shaft 29 when the cam member is moved to its furthermost left-hand position in the manner hereinafter set forth. The cam slot in the cam member 3'! is adapted to receive the roller 33 and pin 34 carried on the end of crank arm 32. The cam member 3'! is provided on its inner face with a cam surface 31d which is concentric with crankshaft 29 when the parts are in the positions illustrated in the drawings. It is preferred to construct the bar 22 and the cam member 31 as a one piece forging.

The switch operating bar 23 also extends through suitable apertures in the housing 25. Bar 23 carries a cam member 38 generally similar to the cam member 31. The cam member 38 is provided with cam slot portions 38a, 38b and 380, which correspond to the clam slot portions 31a, 31b and 310, respectively. The cam slot in cam member 33 is adapted to cooperate with the rod I6 is alignedwith lock dog 21, so that this initial movement of slide bar starts the dog 21 moving through notch I619. The switch point 3 being open, notch Mb on lock rod I4 is aligned with notch l6b and the lock dog 21. As the crank shaft 29 continues to move to the 90 degree position, the pin moves the roller 5i and the slide bar 25 sufficiently to bring the locking dog 21 into the notches I61) and lib, thereby locking both the switch points in the proper position for a traffic movement over the main line.

5 It is believed that the operation of the mechanism during a reversal of the movement just described will be apparent wihout further description except to state that in the counterclockwise movement of the pin 45, the roller will be engaged to return the slide bar 25 to its normal position as shown in the drawings. It is likewise believed that the operation of the mechanism in the opposite sense to permit a traffic movement over the side track is also obvious.- It may be briefly pointed out that such arr-operation is accomplished by rotating the crankshaft 29 in a counterclockwise direction from the position shown in the drawing, thereby operating cam member 38 and switch operating bar 23 in the same manner that cam member 31 and switch operating bar 22 were moved in the operation described above.

FIG. 8

This figure illustrates a modified form of crank head and cam mechanism for connecting the crankshaft 29 of Figs. 3 to 6 to the switch operating bars. In this figure, only the switch operating bars, the crank head and their interconnecting cam mechanism are shown, the remaining parts being omitted for the sake of simplicity. The omitted parts may be the same as or similar to those shown in Figs. 3-6.

Referring to Fig. 8 in detail, there may be seen two switch operating bars 53 and 54, corresponding respectivelyto the operating bars 22 and 23 of Figs. 3-6. The operating bars 53 and 54 have central oifset portions 53a and 56a corresponding respectively to the offset portions 22a and 23a of Figs. 3-6. The operating bars 53 and 54 carry integrally forged cam members and 56, corresponding generally to, but specifically different from, the cam members 31 and 38 of Figs. 3-6.

Cam member 55 has a cam slot including an arcuate portion 55a, which in the position shown is' concentric with the crankshaft 29, and a straight diagonal portion 55b, which connects with the lower end of cam slot portion 5561.. Cam member 56 has corresponding cam slot portions 560. and 56b.

Cam member 55 has an outer peripheral cam surface 550, which is contiguous with another peripheral cam surface 55d. 7 The cam member 55 also has an inner peripheral cam surface 556, which in the position shown, is con-centric with crankshaft 29. Cam member 56 has corresponding surfaces 56c, 56d and 56e. Crankshaft 29 carries a crank head 51, corresponding generally to, but specifically different from, the crank head 40 of Figs. 3 to 6. Crank head 51 is provided with oppositely extending arms 58 and 59, which respectively carry at their extremities downwardly depending pins 65 and 61 carrying rollers 62 and 63. Pin and its roller 62 move in-the cam slot portions 55a and 55b of cam member 55, while pin 6i and its roller 63 move in the cam slot portions 56a and 56b of cam member 56.

OPERAIIONFIG:. s

The parts are shown in their normal positions, in which both switchpoints are closed. Let it be assumed that the crankshaft 29 is now operated clockwise to open one of the switch points.

As the crankshaft 29 moves clockwise, pin BI and roller 63 move upwardly through concentric slot 56a, so that operating bar 54 is not moved. Before roller 63 moves out of the open end of slot 5611;, cam lug 65 moves into alignment with cam surface 566 to hold the operating bar 54 against movement to the right (in a switch point opening direction). The switch point operated by bar 54 therefore remains closed during clockwise movement of crankshaft 29.

As 'the crankshaft 29 moves clockwise, pin 60 and roller 62 move down the diagonal cam slot 55b, driving the cam member 55 and operating bar 53 to the left, in a switch point opening direction. Before roller 62 reaches the lower left edge of the slot 55b, roller 68 engages the cam surface 550, so that leftward movement of bar 53 is continued. This movement of bar 53 continues until crankshaft 29 has rotated approximately 70 degrees, at which position roller- 68 reaches the end of camsurface 55c and engages cam surface 55d. The latter cam surface is at this time concentric with crankshaft 29, so that further rotation of the crankshaft does not move the switch operating bar 53 or its associated switch point. Cam surface 55d is long enough to permit an additional 20 degrees of rotation of the crankshaft 29 without moving the switch point. This additional movement i utilized to operate the switch point locking mechanism which may include a slide bar such as that shown at 25 in Figs. 3-6, and its associated mechanism.

It is believed that from the foregoing description, the analogous operation of the mechanism during restoration of the parts to their normal positions can be readily understood without a detailed description. It is believed that the operation of the other switch point, by rotation of the crankshaft 29 counterclockwise from its normal position, can also be readily understood. It will be readily apparent to those skilled in the art that the various switch. operating mechanisms shown and described may be. mounted on either side of a switch. In the case of the mechanisms shown in Figs. 3-7, and 8, the switch operating bars project from the housing in both directions, and either end of a bar may be utilized to operate a switch point. It should be readily apparent that the motion plate mechanism 12 of Fig. 1 is also readily adaptable to mounting on either side of a switch operated thereby. w

Although I have herein shown and described only three forms of railway switch operating apparatus embodying my invention, it is understood that various changes and modifications may be made therein within-the-scopeof the appended ii claims without departing from the spirit and scope of my invention.

Having thus described by invention, what I claim is: l

1. Apparatus for operating a railway switch having independently movable switch points, comprising a pair of operating rods, each connected to one of said points, and a switch machine for separately operating said rods including a crankshaft rotatable between an intermediate position and opposite extreme positions, a pair of crank arms fixed on the shaft for rotation therewith, a pair of diametrically opposite crank pins on said arms, a pair of cam members, one attached to each of said rods, said cam members being located on opposite sides of said shaft and each having a cam slot to receive one of said crank pins, said cam slots being arranged so that when said shaft is n its intermediate position said rods are held with their switch points closed, said slots having first portions respectively contoured to cause movement of one or the other cam member toward the shaft and consequent opening of one or the other switch point as the shaft rotates in opposite directions from its intermediate position, said slots having second portions concentric with the shaft to hold each cam member fixed as the other cam member moves toward the shaft. said second slot portions being effective only during in tial movement of the cam shaft from its intermediate position, a second pair of crank pins on said arms, and concentric cam sur aces on said cam members for engagement by said second crank pins when said second slot portions become ineffective to hold said cam members fixed during continued rotation of the cam shaft following said initial movement.

2. A paratus for o erating a railway switch having independently movable switch points, compr s n a pair of operating rods, each conne ted to one of said points, a pair of lock bars, each connected to one of said points, a switch and lock movement including a member rotatable between an intermediate position and opposite extreme positions, camming means on said rotata le member. a air of cam members, each connecting said member to one of said rods, each sa d cam members havin a first portion contoured so that upon rotation of the rotatable member between its intermediate position and one extreme osition the associated rod remains stationary with its switch point closed, a second port on contoured so that upon rotat on of the rotatable member from its intermediate position toward its other extreme position the associated rod is o erated in a direction to open its associated switch point, a cam surface concentric with said rotatable member and cooperating with the camming means thereon to hold the first mentioned rod against movement during rotation of said member to the one extreme position and to hold the second mentioned rod against movement during rotation of said member to its other extreme position; and means in said switch and lock movement operated by said member as it complete its movement to either extreme position and cooperating with said lock bars to lock both switch points against movement when said member is in either extreme position.

3-. Apparatus for operating a railway switch having independently movable switch points, comprising a pair of operating rods, each connected to one of said points, a pair of lock bars, each connected to one of said points, and a switch and lock movement including a crankshaft rotatable between an intermediate position and opposite extreme positions, a pair of diametrically opposite crank pins rotated by said shaft, a pair of cam members, one attached to each of said rods, each said cam member having a cam slot to receive one of said pins, each said slot having a first portion concentric with said shaft and effective when said shaft is rotated in one direc tion from its intermediate position to hold its associated rod stationary with its switch point closed, and a second portion contoured so that when the shaft is rotated in the opposite direction from its intermediate position its associated rod is operated in a direction to open its switch point, a second pair of diametrically opposite crank pins rotated by said shaft, a slide bar movable by said second set of pins when said crankshaft completes its rotation to either extreme position, and a lock box movable by said slide bar and cooperating with said locking bars to lock both switch points against movement when said crankshaft is in either extreme position.

4. Apparatus for operating a railway switch having independently movable switch points, comprising a pair of operating rods, each connected to one of said points; a pair of lock bars each connected to one of said points, and a switch and lock movement including a crank shaft rotatable between an intermediate position and opposite extreme positions, a pair of crank arms fixed on the shaft for rotation therewith, a pair of diametrically opposite crank pins on said arms, a pair of cam members, one attached to each of said rods, said cam members being located on opposite sides of said shaft and each having a cam slot to receive one of said crank pins, said cam slots being arranged so that when said shaft is in its intermediate position said rods are held with their switch points closed, said slots having first portions respectively contoured to cause movement of one or the other cam member toward the shaft and consequent opening of one or the other switch point as the shaft rotates in opposite directions from its intermediate'position, said slots having second portions concentric with the shaft to hold each cam member fixed as the. other cam member moves toward the shaft, said second slot portions being effective only during initial movement of the cam shaft from its intermediate position, a second pair of crank pins on said arms, and concentric cam surfaces on said cam members for engagement by said second crank pins when said second slot portions become ineffective to hold said cam members fixed during continued rotation of the cam shaft following said initial movement, a third pair of diametrically opposite crank pins rotatable with said crankshaft, a slide bar movable by said third pair of pins when said crankshaft completes its rotation to either extreme position, and a lock box movable by said slide bar and cooperating with said locking bars to lock both switch points against movement when said crankshaft is in either extreme position.

HERBERT A. WALLACE.

References Cited in the file of this patent UNITED STATES PATENTS 

